CN115071507A - Power control strategy and system for hydrogen fuel cell commercial vehicle - Google Patents
Power control strategy and system for hydrogen fuel cell commercial vehicle Download PDFInfo
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- CN115071507A CN115071507A CN202210713283.9A CN202210713283A CN115071507A CN 115071507 A CN115071507 A CN 115071507A CN 202210713283 A CN202210713283 A CN 202210713283A CN 115071507 A CN115071507 A CN 115071507A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/54—Drive Train control parameters related to batteries
Abstract
The invention discloses a power control strategy and a power control system for a hydrogen fuel cell commercial vehicle, which comprises the following steps of obtaining the SOC of a power battery of the whole vehicle; judging the power output state of the fuel cell based on the SOC of the power cell, and selecting a corresponding control strategy according to the power output state of the fuel cell for adjusting the control power of the whole vehicle, wherein the power control strategy comprises an economy mode and a power mode, and when the economy mode cannot meet the power output state of the whole vehicle, the economy mode can be automatically switched to the power mode; the output power is determined according to the power control strategy, the invention reduces the waste of energy sources, prolongs the service life of the fuel cell, and has more reasonable power output distribution of the power cell and the fuel cell, so that the vehicle can adapt to various working conditions with variable power, and the problem of the shortened service life of the fuel cell caused by the dynamic response of the fuel cell is relieved.
Description
Technical Field
The invention belongs to the field of fuel cell charging, and relates to a power control strategy and a power control system for a hydrogen fuel cell commercial vehicle.
Background
At present, the fuel cell is applied as well as in good fire, but the contradiction between the dynamic response characteristic speed and the service life generally exists, and when the fuel cell is applied to the working condition that the power of the whole vehicle is changeable and frequent, the fuel cell can respond quickly according to the requirement of the whole vehicle, so that the service life of the fuel cell is greatly shortened. At present, most vehicles adopt segmented constant power control, the strategy cannot be well adapted to rapid change of the power of the whole vehicle, so that the power of a power battery which is generally equipped is relatively large, the power of the power battery meets the changeable power requirement of the whole vehicle, the constant power operation of the fuel battery is used as an auxiliary, but the power battery which meets the requirement of the whole vehicle by adopting the discharging capacity (power) can cause energy waste on the fuel battery vehicle, the power output distribution of the power battery and the fuel battery is unreasonable, and therefore, the available power of an energy system can cover the power of the power system to be a reasonable and economic configuration.
Disclosure of Invention
The invention aims to solve the problems in the prior art and provides a power control strategy and a system for a hydrogen fuel cell commercial vehicle, wherein the power of a fuel cell is superposed through the discharge capacity of a power cell to meet the requirement of the whole vehicle, and the contradiction between the dynamic response and the service life of the fuel cell is balanced through a reasonable power strategy.
In order to achieve the purpose, the invention adopts the following technical scheme to realize the purpose:
a power control strategy for a hydrogen fuel cell commercial vehicle, comprising the steps of:
s1: acquiring the SOC of a power battery of the whole vehicle;
s2: judging the power output state of the fuel cell based on the SOC of the power cell, and selecting a corresponding control strategy according to the power output state of the fuel cell for adjusting the control power of the whole vehicle;
the power control strategy comprises an economy mode and a power mode, and when the economy mode cannot meet the power output state of the whole vehicle, the economy mode can be automatically switched to the power mode;
s3: the output power is determined according to a power control strategy.
The invention is further improved in that:
the step S2 includes the steps of:
setting a power battery SOC threshold value, and judging the power output state of the fuel battery according to the current SOC value of the vehicle;
the power battery SOC threshold value comprises a first threshold value and a second threshold value;
when the SOC value of the power battery of the vehicle is smaller than a first threshold value, the vehicle enters a charging mode, and the fuel battery charges the power battery according to the request of the VCU;
when the SOC value of the vehicle power battery is larger than a second threshold value, the vehicle runs in a pure electric state;
when the current SOC value of the power battery is between a first threshold value and a second threshold value, the vehicle selects a power mode or an economic mode.
The first threshold SOC is 30%.
The first threshold SOC is 70%.
In the economy mode, the power output of the whole vehicle comprises six states, and the six states respectively meet the following conditions:
the first state satisfies Pm < Pbc < Pbd;
the second state satisfies Pm < Pbd < Pbc;
the third state satisfies that Pbd is more than Pm and less than Pbc;
the fourth state satisfies that Pbc is more than Pm and less than Pbd;
the fifth state satisfies Pbd < Pbc < Pm;
the sixth state satisfies Pbc < Pbd < Pm;
wherein Pm represents the power demand of the whole vehicle; pbc represents the power battery charging power; and Pbd represents the discharge power of the power battery.
In the six states of the economy mode,
when the vehicle power output is in the first state, the second state, the third state and the fourth state, charging the target fuel cell power Pfcu according to the power request that the power battery can be charged, namely Pfcu is Pbc;
when the vehicle power output is in a fifth state and a sixth state, judging the relationship between Pbc + Pbd and Pm, if Pbc + Pbd is larger than Pm, charging the target power of the fuel cell according to the power request of the power battery, namely Pfcu is Pbc;
and if Pbc + Pbd is less than Pm, the power requested by the fuel cell according to the charging power of the power battery at the moment can not meet the requirement of the whole vehicle, and the power mode is jumped to.
In the power mode, the power output of the whole vehicle comprises two states which respectively meet the following conditions:
when Pm is larger than Pbd, entering a first state, wherein the fuel cell operates according to power following to provide power except for the power battery, namely Pfcu is Pm-Pbd;
and when Pm < Pbd, charging the fuel cell by using the target power of the fuel cell in an average power mode.
The power modes include:
when Pm < Pbd and SOC is less than the first threshold, the fuel cell target power satisfies Pfcu ═ (Pm1 × Δ S1+ Pm2 × Δ S2)/(Δ S1+ Δ S2);
when Pm < Pbd and the SOC is greater than the second threshold value, the fuel cell target power satisfies Pfcu ═ [ (Pm1 × Δ S1+ Pm2 × Δ S2)/(Δ S1+ Δ S2) ] × 50%;
wherein, Pm1 and Δ S1 respectively represent the initial motor average power and the driving mileage read by the VCU when entering the power mode; pm2 and Δ S2 are the average power and mileage calculated for each 5% change in SOC, indicating the time when reading Pm1 and Δ S1, respectively.
The power calculation method in the average power mode comprises the following steps:
VCU reads the initial running average power Pm1, and Δ S1;
the VCU monitors the vehicle SOC value SOC1 at the moment, accumulates mileage S1, and continuously monitors the SOC value SOC2 and the accumulated mileage S2;
when the SOC1-SOC2 is 5%, calculating the driving average power Pm2 and the driving mileage Delta S2 in the Delta SOC interval;
in a cycle in which the fuel cell is not stopped, the average power Pm2 and the mileage Δ S2 in the interval are calculated every 5% change in SOC as initial values of the next reading Pm1 and Δ S1.
A power control system of a hydrogen fuel cell commercial vehicle comprises an SOC acquisition module, a control strategy selection module and a power output module;
the SOC acquisition module is used for acquiring the SOC of the power battery of the whole vehicle;
the control strategy selection module judges the power output state of the fuel cell based on the SOC of the power cell, and selects a corresponding control strategy according to the power output state of the fuel cell for adjusting the control power of the whole vehicle; the power control strategy comprises an economy mode and a power mode, and when the economy mode cannot meet the power output state of the whole vehicle, the economy mode can be automatically switched to the power mode;
and the power output module is used for determining the output power according to the power control strategy.
Compared with the prior art, the invention has the following beneficial effects:
the invention discloses a power control strategy for a hydrogen fuel cell commercial vehicle, which is characterized in that a fuel cell is matched with a power cell, the requested power of the fuel cell is adjusted in real time according to an SOC value, the power requirement of the whole vehicle is met, the available power of the power cell and the available power of the fuel cell can cover the maximum power of a power system of the whole vehicle, the waste of energy is reduced, the problem of the service life shortening of the fuel cell caused by the dynamic response of the fuel cell is solved, the service life of the fuel cell is prolonged, the power output distribution of the power cell and the fuel cell is more reasonable, and the vehicle can adapt to various variable working conditions of power.
Furthermore, the fuel cell power is requested according to the relation between the required power of the whole vehicle and the power capacity of the power cell and the fuel cell, and the power is requested constantly in the economic mode, so that the service life of the fuel cell is prolonged.
Furthermore, in the power mode, the required power of the whole vehicle is only needed to be compared with the power which can be provided by the power battery, the power of the fuel battery is compensated when the required power of the whole vehicle is greater than the power which can be provided by the power battery, the requirement of the vehicle can be met, the waste of energy can be avoided, when the required power of the whole vehicle can be provided by the power battery, the power consumption of the power battery can be supplemented as soon as possible by the fuel battery according to the average consumed power, and the relative stability of the power change interval of the fuel battery is ensured.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.
FIG. 1 is a schematic view of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. The components of embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations.
Thus, the following detailed description of the embodiments of the present invention, presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.
In the description of the embodiments of the present invention, it should be noted that if the terms "upper", "lower", "horizontal", "inner", etc. are used for indicating the orientation or positional relationship based on the orientation or positional relationship shown in the drawings or the orientation or positional relationship which is usually arranged when the product of the present invention is used, the description is merely for convenience and simplicity, and the indication or suggestion that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and thus, cannot be understood as limiting the present invention. Furthermore, the terms "first," "second," and the like are used solely to distinguish one from another, and are not to be construed as indicating or implying relative importance.
Furthermore, the term "horizontal", if present, does not mean that the component is required to be absolutely horizontal, but may be slightly inclined. For example, "horizontal" merely means that the direction is more horizontal than "vertical" and does not mean that the structure must be perfectly horizontal, but may be slightly inclined.
In the description of the embodiments of the present invention, it should be further noted that unless otherwise explicitly stated or limited, the terms "disposed," "mounted," "connected," and "connected" should be interpreted broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
The invention is described in further detail below with reference to the accompanying drawings:
referring to fig. 1, the embodiment of the invention discloses a power control strategy for a hydrogen fuel cell commercial vehicle, the available power of a power battery adopted by the invention is less than the maximum power of a power system, and the available power of the power battery and the available power of the fuel cell can cover the maximum power of the power system of the whole vehicle. The available power of the energy system of the whole vehicle is controlled and regulated through the power request of the fuel cell so as to meet the running requirement of the whole vehicle.
The invention is based on the relation between the power demand of the whole vehicle and the power capability of the supply system (power battery and fuel battery); fuel cell power is requested. The method is specifically divided into a power mode economy mode. The economic mode maintains the stable power of the FCU as much as possible, the power is required to be constant, and the constant power output of the fuel cell is beneficial to prolonging the service life of the fuel cell; and a fuel cell power following strategy is adopted in a power mode, so that the power requirement of the whole vehicle is met.
Acquiring the SOC of a power battery of the whole vehicle;
after the whole vehicle enters a Ready state, the VCU requests motor torque according to the accelerator opening of a driver, and calculates the required power Pm of a driving motor as [ Tmot (Nm) multiplied by N (rpm) ]/9550, Tmot: actual torque of the motor, N motor speed. Meanwhile, the VCU monitors the real-time discharging current ID and the charging current IC of the power battery, the voltage V of the power battery calculates the real-time discharging power and the charging power Pbd [ [ V (V) multiplied by ID (A)/l000], and Pbc [ [ V (V) multiplied by IC (A)/l000 ].
Judging the power output state of the fuel cell based on the SOC of the power cell, selecting a corresponding control strategy according to the power output state of the vehicle, and adjusting the requested power of the fuel cell for adjusting the control power of the whole vehicle
The power control strategy comprises an economy mode and a power mode, and when the economy mode cannot meet the power output state of the whole vehicle, the economy mode can be automatically switched to the power mode;
in the embodiment of the invention, the first threshold value is 30 percent and the second threshold value is 70 percent
At the moment, if the power battery of the whole vehicle is in low electric quantity, namely the SOC is more than 70%, the vehicle enters a pure electric mode;
at the moment, if the power battery of the whole vehicle is in low electric quantity, namely the SOC is less than 30%, the power of the whole vehicle is limited, the charging mode is preferentially entered, and the VCU requests the fuel battery to work according to the rated power to charge the whole vehicle.
When the SOC of the whole vehicle meets the starting condition of the fuel cell, namely the SOC is more than or equal to 30% and less than or equal to 70%, the whole vehicle has no fault, the fuel cell switch is started, the fuel cell has no fault, and the fuel cell is started and operates according to the requested power sent by the VCU of the whole vehicle.
The recharging capacity of the battery is reserved as far as possible during energy feedback, and the requested power of the fuel battery is the real-time rechargeable power minus braking feedback power of the battery.
When the SOC of the whole vehicle meets the starting condition of the fuel cell, namely the SOC is more than or equal to 30% and less than or equal to 70%, the invention discloses a specific embodiment, namely when the SOC is more than or equal to 30% and less than or equal to 85%, the running of the whole vehicle is divided into two modes, namely an economic mode and a power mode, wherein the economic mode is that the fuel cell is in constant power running as far as possible according to different working conditions, the power requirement of the whole vehicle is preferentially met during the power mode, and the fuel cell is in power-removing following mode running.
The two directions of the generated power generated by the fuel cell are to drive the motor and charge the battery; namely Pm + Pbc, determines the upper limit of the power of the fuel cell, namely the target power Pfcu < Pm + Pbc of the fuel cell; because the available power of the power battery disclosed by the embodiment of the invention is less than the maximum power of the power system, the available power of the power battery can cover the maximum power of the power system of the whole vehicle by overlapping the available power of the fuel battery. Namely Pm is less than Pfcu + Pbd;
Pm-Pbd < Pfcu < Pm + Pbc can be further obtained, namely the power of the fuel cell can supplement the part of the power battery which can not provide the driving power, and simultaneously the requirement that the charging capacity of the battery can not be exceeded outside the driving is met; when the whole vehicle is in the economic mode, the fuel cell is operated at rated power as much as possible.
Economy mode
And during the economic mode, the stable output of the power of the fuel cell is preferentially kept, and meanwhile, the power requirement of the whole vehicle is also met. Therefore, the target power of the fuel cell is decided according to the relation among Pm, Pbd and Pbc in the economic mode, the FCU power is kept stable as much as possible in the economic mode, the power is requested constantly, and the constant power output of the fuel cell is beneficial to prolonging the service life of the fuel cell;
referring to fig. 1, in the economy mode, the required power Pm of the entire vehicle, the dischargeable power Pbd of the battery, and the chargeable power Pbc of the battery satisfy the following six relationships:
the first state satisfies Pm < Pbc < Pbd;
the second state satisfies Pm < Pbd < Pbc;
the third state satisfies that Pbd is more than Pm and less than Pbc;
the fourth state satisfies that Pbc is more than Pm and less than Pbd;
the fifth state satisfies Pbd < Pbc < Pm;
the sixth state satisfies Pbc < Pbd < Pm;
the first to third battery chargeable powers Pbc are all larger than the motor demand power Pm. At the moment, the target power of the fuel cell is Pfcu (Pbc) according to the chargeable power request of the cell, SOC 30% -85% is the working interval of the power cell which is relatively efficient and healthy, and the charging current and voltage of the power cell are relatively stable when the power cell has no major faults, so that the fuel cell can meet the constant power requirement of the fuel cell according to the chargeable power request of the cell, simultaneously the power requirement of the whole vehicle is considered, and the overcharging of the cell cannot be caused.
In the fourth state, the battery charging power is smaller than the vehicle power demand, but the driving power of the power battery alone meets the vehicle power demand, and the target power of the fuel battery can still be requested according to Pfcu ═ Pbc.
In the fifth state and the sixth state, the required power of the motor is the maximum in the two cases, and in the further two cases, if the fuel battery meeting Pbd + Pbc > Pm requests the power according to the charging capability of the power battery, namely Pfcu is Pbc, the power battery is combined to completely meet the requirement of the whole vehicle.
If Pbd + Pbc > Pm is not satisfied, the power requested by the fuel cell according to the charging capacity of the battery can not meet the requirement of the whole vehicle, and the power follows to run according to the power mode.
Power modes
The power demand of the whole vehicle is the highest priority in the power mode, so that the power required by the whole vehicle is only compared with the power which can be provided by the power battery in the power mode. The fuel cell does not take into account the constant power at this time, but rather compensates for the power gap of the power cell as much as possible, according to the power follow mode.
When the power mode operation is carried out, if the driving power Pm of the whole vehicle is larger than Pbd, the fuel cell follows the power to operate, and the target power Pfcu of the power except the power cell is provided, namely the real-time driving required power Pm of the whole vehicle-the dischargeable power Pbd of the battery.
When the vehicle driving power Pm is less than Pbd during the power mode operation, the target power of the fuel cell adopts an average power mode, namely the target power Pfcu (Pm1 × Δ S1+ Pm2 × Δ S2)/(Δ S1+ Δ S2), wherein Pm1 and Δ S1 are the initial motor average power and the driving mileage read by the VCU when the vehicle enters the power mode respectively; pm2 and Δ S2 are the average power and the mileage calculated for reading Pm1 and Δ S1, respectively, for each 5% change in SOC.
When the driving power Pm of the whole vehicle is less than Pbd and the SOC is less than 70% during the power mode operation, Pfcu is (Pm1 multiplied by delta S1+ Pm2 multiplied by delta S2)/(delta S1+ delta S2);
when SOC > 70%, Pfcu ═ [ (Pm1 × Δ S1+ Pm2 × Δ S2)/(Δ S1+ Δ S2) ] × 50%.
Wherein, a default initial value (Pm 1: 20Kw, delta S1: 10 km) is set when a new vehicle does not run, the initial value I is set as a calibration value, and the default value is written by offline detection equipment when different vehicle types are offline), and the average power of the whole vehicle before the last fuel cell is stopped and the running mileage are set.
The power mode core preferentially ensures the power required by the whole vehicle, the power of the fuel cell makes up when the requirement of the whole vehicle is greater than the power which can be provided by the power cell, and when the power cell can provide the power required by the whole vehicle, the fuel cell operates according to the average consumed power to supplement the power consumption of the power cell as soon as possible, and the request mode has the advantage that the SOC change interval of the power of the fuel cell is relatively stable in 5 percent compared with the power following mode.
The embodiment of the invention discloses a method for calculating average power during power mode operation, which comprises the following steps:
the fuel cell is started and the driver operates the vehicle to select the power mode, at which time the VCU reads the initial running average powers Pm1 and Δ S1 stored in the controller;
meanwhile, the VCU monitors the vehicle SOC value SOC1 at the moment and accumulates mileage S1; the VCU continuously monitors the SOC value SOC2 and the accumulated mileage S2;
when the SOC1-SOC2 is 5%, calculating the driving average power Pm2 and the driving mileage Delta S2 in the Delta SOC interval;
the VCU continuously monitors the SOC value and the accumulated mileage S in real time in the cycle that the fuel cell is not stopped, the calculation of the average power Pm2 and the mileage Delta S2 in the interval is carried out once every 5% change of the SOC, namely, the driving average power Pm2 and the mileage Delta S2 are continuously updated once every 5% change of the SOC in the cycle that the fuel cell is not stopped.
Whenever the VCU sends a fuel cell shutdown command, the current driving average power Pm2 and the driving mileage Delta S2 are written into the VCU hardware storage to overwrite Pm1 and Delta S1 as the initial values of the next reading Pm1 and Delta S1.
The embodiment of the invention discloses a power control system of a hydrogen fuel cell commercial vehicle, which comprises an SOC acquisition module, a control strategy selection module and a power output module;
the SOC acquisition module is used for acquiring the SOC of the power battery of the whole vehicle;
the control strategy selection module judges the power output state of the fuel cell based on the SOC of the power cell, and selects a corresponding control strategy according to the power output state of the fuel cell, so as to adjust the control power of the whole vehicle; the power control strategy comprises an economy mode and a power mode, and when the economy mode cannot meet the power output state of the whole vehicle, the economy mode can be automatically switched to the power mode;
and the power output module is used for determining the output power according to the power control strategy.
It should be noted that in the embodiment of the present invention, the charging current and voltage of the power battery are relatively stable when the power battery has no major fault, so that the fuel battery can meet the constant power requirement of the fuel battery according to the rechargeable power request of the battery, and simultaneously give consideration to the power requirement of the entire vehicle without causing the overcharge of the battery, so that the fuel battery can meet the relatively stable power request in the economic mode.
In various working conditions disclosed by the invention, at least one of the power battery or the fuel battery (when power is requested according to the charging capacity of the battery) can meet the requirement of the whole vehicle. In the prior art, the power battery and the fuel battery can not meet the requirement of the whole vehicle independently on the power required by the whole vehicle.
The present invention has been described in terms of the preferred embodiment, and it is not intended to be limited to the embodiment. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. A power control strategy for a hydrogen fuel cell commercial vehicle, comprising the steps of:
s1: acquiring the SOC of a power battery of the whole vehicle;
s2: judging the power output state of the fuel cell based on the SOC of the power cell, and selecting a corresponding control strategy according to the power output state of the fuel cell for adjusting the control power of the whole vehicle;
the power control strategy comprises an economy mode and a power mode, and when the economy mode cannot meet the power output state of the whole vehicle, the economy mode can be automatically switched to the power mode;
s3: the output power is determined according to a power control strategy.
2. The power control strategy for a hydrogen fuel cell commercial vehicle according to claim 1, wherein said step S2 includes the steps of:
setting a power battery SOC threshold value, and judging the power output state of the fuel battery according to the current SOC value of the vehicle;
the power battery SOC threshold value comprises a first threshold value and a second threshold value;
when the SOC value of the vehicle power battery is smaller than a first threshold value, the vehicle enters a charging mode, and the fuel battery charges the power battery according to the VCU request;
when the SOC value of the vehicle power battery is larger than a second threshold value, the vehicle runs in a pure electric state;
when the current SOC value of the power battery is between a first threshold value and a second threshold value, the vehicle selects a power mode or an economic mode.
3. The power control strategy for a hydrogen fuel cell commercial vehicle according to claim 2, characterized in that said first threshold SOC is 30%.
4. The power control strategy for a hydrogen fuel cell commercial vehicle according to claim 3, characterized in that said first threshold SOC is 70%.
5. The power control strategy for a hydrogen fuel cell commercial vehicle according to claim 1, characterized in that in the economy mode, the power output of the whole vehicle comprises six states, and the six states respectively satisfy the following conditions:
the first state satisfies Pm < Pbc < Pbd;
the second state satisfies Pm < Pbd < Pbc;
the third state satisfies that Pbd is more than Pm and less than Pbc;
the fourth state satisfies that Pbc is more than Pm and less than Pbd;
the fifth state satisfies Pbd < Pbc < Pm;
the sixth state satisfies Pbc < Pbd < Pm;
wherein Pm represents the power demand of the whole vehicle; pbc represents the power battery charging power; and Pbd represents the discharge power of the power battery.
6. The power control strategy for a hydrogen fuel cell commercial vehicle according to claim 5, characterized in that in six states of the economy mode,
when the vehicle power output is in the first state, the second state, the third state and the fourth state, charging the target fuel cell power Pfcu according to the power request that the power battery can be charged, namely Pfcu is Pbc;
when the vehicle power output is in a fifth state and a sixth state, judging the relationship between Pbc + Pbd and Pm, if Pbc + Pbd is larger than Pm, charging the target power of the fuel cell according to the power request of the power battery, namely Pfcu is Pbc;
and if Pbc + Pbd is less than Pm, the power requested by the fuel cell according to the charging power of the power battery at the moment can not meet the requirement of the whole vehicle, and the power mode is jumped to.
7. The power control strategy of a hydrogen fuel cell commercial vehicle according to claim 1, characterized in that, in the power mode, the power output of the whole vehicle includes two states, and the two states respectively satisfy the following conditions:
when Pm is larger than Pbd, entering a first state, wherein the fuel cell operates according to power following to provide power except for the power battery, namely Pfcu is Pm-Pbd;
and when Pm < Pbd, charging the fuel cell by using the target power of the fuel cell in an average power mode.
8. The power control strategy for a hydrogen fuel cell commercial vehicle according to claim 7, wherein said power modes include:
when Pm < Pbd and SOC is less than the first threshold, the fuel cell target power satisfies Pfcu ═ (Pm1 × Δ S1+ Pm2 × Δ S2)/(Δ S1+ Δ S2);
when Pm < Pbd and the SOC is greater than the second threshold value, the fuel cell target power satisfies Pfcu ═ [ (Pm1 × Δ S1+ Pm2 × Δ S2)/(Δ S1+ Δ S2) ] × 50%;
wherein, Pm1 and Δ S1 respectively represent the initial motor average power and the driving mileage read by the VCU when entering the power mode; pm2 and Δ S2 are the average power and mileage calculated for each 5% change in SOC, indicating the time when reading Pm1 and Δ S1, respectively.
9. The power control strategy for a hydrogen fuel cell commercial vehicle according to claim 8, wherein the power calculation method in the average power mode is as follows:
VCU reads the initial running average power Pm1, and Δ S1;
the VCU monitors the vehicle SOC value SOC1 at the moment, accumulates mileage S1, and continuously monitors the SOC value SOC2 and the accumulated mileage S2;
when the SOC1-SOC2 is 5%, calculating the driving average power Pm2 and the driving mileage Delta S2 in the Delta SOC interval;
in a cycle in which the fuel cell is not stopped, the average power Pm2 and the mileage Δ S2 in the interval are calculated every 5% change in SOC as initial values of the next reading Pm1 and Δ S1.
10. The power control system of the hydrogen fuel cell commercial vehicle according to claim 1, characterized by comprising an SOC obtaining module, a control strategy selecting module and a power output module;
the SOC acquisition module is used for acquiring the SOC of the power battery of the whole vehicle;
the control strategy selection module judges the power output state of the fuel cell based on the SOC of the power cell, and selects a corresponding control strategy according to the power output state of the fuel cell for adjusting the control power of the whole vehicle; the power control strategy comprises an economy mode and a power mode, and when the economy mode cannot meet the power output state of the whole vehicle, the economy mode can be automatically switched to the power mode;
and the power output module is used for determining the output power according to the power control strategy.
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| CN202210713283.9A CN115071507A (en) | 2022-06-22 | 2022-06-22 | Power control strategy and system for hydrogen fuel cell commercial vehicle |
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| CN202210713283.9A CN115071507A (en) | 2022-06-22 | 2022-06-22 | Power control strategy and system for hydrogen fuel cell commercial vehicle |
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| CN115071507A true CN115071507A (en) | 2022-09-20 |
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| CN202210713283.9A Pending CN115071507A (en) | 2022-06-22 | 2022-06-22 | Power control strategy and system for hydrogen fuel cell commercial vehicle |
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